In Spring 2014, DOT hosted nine pedestrian safety workshops across the five boroughs aimed at gathering community feedback on areas in need of safety improvements. This feedback was used to shape the Borough Pedestrian Safety Action Plans, released in 2015.

Areas in each borough were ranked on a pedestrian KSI density basis. Areas were selected from most dense to least, such that, when combined, account for half of all of pedestrian KSI in the borough. Developed as part of the Borough Pedestrian Safety Action Plans.

The intersections with the highest number of pedestrian KSI (killed and severely injured) that cumulatively account for 15% of the borough’s total pedestrian KSI. Developed as part of the Borough Pedestrian Safety Action Plans.

All corridors in each borough were ranked on a pedestrian KSI (killed and severely injured) per-mile basis. Corridors were selected from the top of this list until the cumulative number of KSI reached half of the borough’s total. Developed as part of the Borough Pedestrian Safety Action Plans.

In Spring 2014, DOT partnered with New York City Councilmembers across the five boroughs to host a number of Town Halls, where community members could come learn more about Vision Zero and give specific suggestions or concerns regarding traffic safety in their neighborhoods.

Taxi fleets, for-hire vehicle bases, and industry associations have been welcoming TLC into their establishments to discuss Vision Zero and traffic safety. TLC staff use a presentation to guide this discussion, and at the end of the session drivers sign the TLC Safe Driver Pledge.

Street Team members trained the general public with Vision Zero hands-on safety exercises including safe walking and biking, car safety tips and an opportunity to get inside of large delivery trucks to experience their blind spots. Vision Zero promotional materials were handed out along with educational handouts.

On November 7, 2014, New York City’s default speed limit was changed from 30 mph to 25 mph. Unless otherwise signed, all streets in New York City are governed by this 25 mph speed limit. Driving at or below 25 MPH decreases stopping distance, gives drivers and pedestrians more time to see each other and react, and improves drivers’ ability to avoid crashes. Pedestrians struck by vehicles traveling at 25 MPH are half as likely to die as those struck at 30 MPH. If crashes do occur, the severity of injuries is reduced a lower speeds. The information shown here was compiled by the New York City Department of Transportation for governmental purposes. The information is updated as soon as reasonably practicable. The public is advised that speed limits are subject to temporary or permanent change and that posted signage must be observed for compliance with laws and regulations.

Speed Humps are a raised area of a roadway designed to reduce vehicle speeds. Dates reflect the first time a speed hump was installed at a location, subsequent removals and/or re-installations are not included.

DOT is partnering with Senior Centers across New York City to increase communication and obtain specific feedback from older New Yorkers about the challenges they face and potential street safety improvements.

The Safe Streets for Seniors program is an initiative aimed at increasing safety for older New Yorkers. Based on factors such as senior population density, injury crashes, and senior trip generators, DOT has selected and studied Senior Pedestrian Focus Areas. Within these areas, DOT evaluates potential safety improvements and also conducts educational outreach to senior centers.

The Neighborhood Slow Zone program is an application based program which takes a neighborhood area and reduces the speed limit to 20 mph. Areas are chosen based on crashes, presence of schools and other neighborhood amenities, and community support. The treatments include a mixture of markings, signage, and speed humps.

Intersections where DOT installs signals that show a walk sign for pedestrians before showing a green light to vehicle traffic. The goal of these signals is to improve street safety by giving pedestrians a chance to establish their presence in the crosswalk before vehicles make turns across that crosswalk.

Priority Bicycle Districts are neighborhoods with comparatively high numbers of cyclist KSI (Killed or Seriously Injured) and few dedicated bicycle facilities. These districts, seven in Brooklyn and three in Queens, represent 14% of the City’s bicycle lane network and 23% of cyclist KSI. NYC DOT identified these areas in the 2017 report “Safer Cycling: Bicycle Ridership and Safety in New York City.” The agency has prioritized these areas for bicycle network expansion.

The Arterial Slow Zone program uses a combination of a lower speed limit, signal timing changes, distinctive signs and increased enforcement to improve safety on some of New York City's most high-crash corridors.

Data that that populates the Vision Zero View map, which can be found at www.nycvzv.info Vision Zero is the City's goal for ending traffic deaths and injuries. The Vision Zero action plan can be found at http://www.nyc.gov/html/visionzero/pdf/nyc-vision-zero-action-plan.pdf Crash data is obtained from the Traffic Accident Management System (TAMS), which is maintained by the New York City Police Department (NYPD). Only crashes with valid geographic information are mapped. All midblock crashes are mapped to the nearest intersection. Injuries and fatalities are grouped by intersection and summarized by month and year. This data is queried and aggregated on a monthly basis and is current as of the query date. Current year data is January to the end of the latest full month. All mappable crash data is represented on the simplified NYC street model. Crashes occurring at complex intersections with multiple roadways are mapped onto a single point. Injury and fatality crashes occurring on highways are excluded from this data. Please note that this data is preliminary and may contain errors, accordingly, the data on this site is for informational purposes only. Although all attempts to provide the most accurate information are made, errors may be present and any person who relies upon this data does so at their own risk.